Dual engine manifold pressure balancing device



Feb. 5, 1952 c. B. HART DUAL ENGINE MANIFOLD PRESSURE BALANCING DEVICE Filed July 18, 1946 INVENTOR.

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.-engines of the character in which a Patented Feb. 5, 1952 DUAL ENGINE IWANIFOLD PRESSURE BALANCING DEVICE Charlie B. Hart, Odessa, Tex. Application July 18, 1946, Serial No. 684,627 2 Claims. (01. 6097) This invention relates to improvements in dual engine manifold pressure balancing devices and more particularly to such devices as are used for the synchronization of internal combustion aseous charge of fuel is drawn in by suction into the combustion chamber of each of a pair of interconnected engines.

It has been proposed heretofore to control the operation of a pair of engines but such controls as were proposed usually have required the use of identical engines and carburetors or the operation by outside mechanism of a control for the supply of fuel to the engines. Such devices have not been satisfactory because identical engines are not always available to be interconnected andthe use of outside actuating mechanism adds complexity to the structure that renders it undesirable.

The object of this invention is to simplify and improve motor synchronizers for this purpose to enable them to function accurately on engines of different sizes and without the necessity for any outside actuating force other than the action of the suction created in the intake manifold of the engine.

This object is accomplished according to a preferred embodiment of the invention by connecting a synchronizer unit, so as to act responsively to the relative suctions created in the intake manifolds of the engines so as to actuate the throttle valve of one engine from the action of the other, whereby both engines will function to apply a proportionate amount of power to the load.

This embodiment is illustrated panying drawing in which:

Fig. 1 is a diagrammatic side elevation of the synchronizing control applied to a pair of engines; and

Fig. 2 is a longitudinal section through the control unit with parts in elevation.

Referring to Fig. 1. the numerals l and 2 in- 'dicate a pair of internal combustion engines which may or may not be identical in size and capacity but are adapted to be connected together with a common element to which power is to be applied. These engines are of the character of internal combustion engines in which a gaseous fuel mixture is drawn by motion into the cylinders of the engines through an intake manifold, indicated, respectively, at 3 and 4, for internal combustion in the cylinders. A carburetor for each engine is shown respectively at 5 and 6 to supply the gaseous fuel mixture to the intake manifold.

in the accom- .Each engine is controlled by a throttle valve which is shown as located within the inlet side of the intake manifold as indicated respective ly at 1 and 8. In the form shown, these throttle valves are of the usual butterfly valves ordinarily employed for the purpose. The throttle valve 1 for controlling the operation of the first or master engine 1, preferably has a manual control, shown as a rod 9, attached thereto for operating the said throttle valve.

The synchronizer includes a control unit generally indicated at N) and shown in detail in Fig. 2. This unit is constructed with an internal cylinder ll closed at opposite ends by heads (2 and I3 threaded into opposite ends of the cylinder. The head I2 has a mounting stud Ii fixed therein and adjustably connected with a stationary part, such as a bracket I 5 on a side of the engine, as shown in Fig. 1.

Operatively mounted in the cylinder II is a piston 18, having double seal piston rings l6 effectively sealing the space between the piston and cylinder. A piston rod [1 extends outwardly from the piston I 6 through a packing gland it in the head 3. The outer end of the piston rod I! is connected with an arm l8 attached to the throttle valve 8 of the second engine 2. as shown in Fig. 1. I

One end of the control unit I!) is adapted to be connected through a tube [9 with the intake manifold 3 of the first engine I. in open communication therewith, which tube 19 extends to a coupling 20 carried by the head H! of the control unit. The coupling is in a form of a T and is in open communication with the adjacent end of the cylinder II and through which coupling 20 and tube [9 open communication is establishcd between said end of the cylinder H and the intake manifold 3. A valve 2| is connected with the opposite side of the coupling 20 to admit air into the tube l9 and cylinder II when desired.

The opposite end of the cylinder II is connected through a tube 22 with the intake manifold 4 of the second engine 2. The tube 22 is connected also with a coupling 23, shown as in the form of a T, in open communication with the.

adjacent end of the cylinder H. An air valve 24 is also connected with the coupling 23 adapted to admit air thereto when desired.

The engines may be provided with vacuum gauges as indicated respectively at 25 and 28. These gauges are connected through tubes 21 and 28 to the respective intake manifolds 3 and 4, so as to indicate on the gauges the respective degrees of vacuum present in the intake manifolds and thereby to show the relative values of the operation of the engines, whether or not they are pulling the same or desired proportions of the load.

Each of the vacuum lines I9 and 22 has a control valve therein, as designated 29 and 30, respectively, to regulate the amount of suction communicated to the cylinder I I. Thus, by closing off one of the control valves 29 and 30, and opening the corresponding air valve 2I or 24, the operator may control the openings of the throttles in proportion to the power ratio of the respective engines. In this way, the second motor may be set at a different speed or power ratio from the first engine.

In the operation of this synchronizer, it will be evident that the engine I is controlled manually by the manipulation of the control rod 9 to regulate the supply of fuel from the carburetor 5 through the intake manifold 3 into the cylinders of the engines, the gaseous fuel mixture being drawn through the manifold by the suction created in the cylinders of the engine.

The amount of suction present in the manifold 3 is a function of the amount of power created by the operation of the engine, and will be communicated through the tube I9 to the end of the cylinder II acting therein on the piston I6. As the suction increases due to a reduction of power in the engine I, the suction will move the piston I6 to the right in Fig. 2, tending to close the throttle valve 8 of the second engine. The piston I6 is controlled by the balance of suction created on opposite sides thereof, as communicated to opposite ends of the cylinder I I from the respective intake manifolds 3 and 4.

Thus it will be evident that the position of the throttle valve 8 will be directly in proportion to the position of the throttle valve I when the engines I and 2 are of the manifold-suction type. Any variation in the amount of suction present in the respective manifolds which indicates a variation of power output, will be communicated to the cylinder II acting therein to move the piston I6 and adjust the throttle 8 accordingly. This adjustment will be in proportion to the setting of the valves 29 and 30, either to equalize the throttles, or to adjust the throttle of the second engine in proportion to the ratios of the respective engines.

I claim: 1. A dual engine manifold pressure balancing end of said cylinder adapted to be connected to a manifold on one of said engines, a second tube connected to the opposite end of said cylinder adapted to be connected to a manifold on the second of said engines, a control valve in said first-mentioned conduit, a control valve in said second-mentioned conduit, each of said control valves being constructed to regulate the effective manifold pressures acting upon said piston whereby the manifold pressures of the engines are maintained in equilibrium and the control may be prevented from hunting by either of the control valves, and bleeder valves in each of said tubes for independently admitting air to each end of said cylinder.

2. A dual engine manifold pressure balancing device for a pair of engines comprising a cylinder, heads threadably secured in opposite ends of said cylinder, a piston slidably mounted in the cylinder, a connecting rod carried upon said piston and extending through one of said heads, a packing gland threadably secured to said lastmentioned head and receiving said piston rod 1 therethrough, a rod secured to one of said heads device for a pair of engines comprising a cylinder, heads at opposite ends of said cylinder, a piston slidably mounted in the cylinder, means for connecting the piston to a throttle valve on one of said engines, a tube connected to one for mounting said cylinder on one of said engines, means on said connecting rod for connecting said rod to a throttle valve on one of said engines, a tube connected to one head of said cylinder adapted to be connected to a manifold on one of said engines, a second tube connected to the opposite head of said cylinder adapted to be connected to a manifold on the second of said engines, a control valve in said first-mentioned tube, a control valve in said second-mentioned tube, each of said control valves being constructed to regulate the effective manifold pressures acting upon said piston whereby the manifold pressures of the engines are maintained in equilibrium and the device may be prevented from hunting by either of the control valves, and bleeder valves in each of said tubes for independently admitting air to each end of said cylinder.

CHARLIE B. HART.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Ginn Mar. 20, 1951 

